Triple valve for air-brake systems.



PATENTED APR. 12, 1904. J. H. BLEOO. TRIPLE VALVE FOR AIR BRAKE SYSTEMS.

APPLICATION FILED JUN} 11, 1908.

2 SHEETS-SEEET 1.

no MODEL.

WITNESSES:

4 ATTORNEY AYAINGTOM o. c,

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No.75 '7,016. PATENTED AB B.12,1904.V

' J. H. BLEO0.;

TRIPLE VALVE FOR AIR BRAKE SYSTEMS.

APPLICATION riLRn JUNE 11. 1903. no MODEL.

2 SHEETS SHEET 2.

WITNESSES: INVENTOH 7 HE Noam: l nens cc. Famoumo. wnnms'rtm, n. c.

JOHN BLEOO, OF NEW Patented April 12, 1904.

PATENT OFFICE.

YORK, N. Y., ASSIGNOR TO ABRAHAM B. LEVY,

OF NEW YORK, N. Y.

TRIPLE VALVE FOR AIR-BRAKE SYSTEMS.

SPECIFICATION forming part of Letters Patent No. 757,016, dated. April12, 1904.

Application filed June 11, 1903.

2 1'0 all whom it nearly concern.-

' Be it known that 1, JOHN H. BLEOO, a citicity, boroughof Brooklyn,State of New York,

(whose post-ofiice address is Canarsie, New

York,) have invented certain new and useful Improvements in TripleValves for Air-Brake Systems, of which the following is a specification.

My invention relates to improvements in airbrake apparatus, and moreparticularly to the triple valves used therein; and the invention hasforits object toprovide a novel arrangement of emergency-valve for use inconnection with the triple valve.

My invention is applicable to any well known triple valve. I have shownmy inveni tion as applied to what is commonly known in the artas arecharging triple valve, and

in carrying out my invention 1 provide a chamber in communication withthe triplevalve-piston chamber, and in the first-named chamber Iprovidea piston adapted to coact with an emergency-valve that is actedupon by train-pipe pressureand adapted to control a passagecommunicating with the atmosphere first-named chamber in communicationwith auxiliary air, andthus incommunication with the brake cyhnder,whereby aux liary air pressure will cause the emergency-valve to closeafter the emergency-valve has opened to reduce the train-pipe pressure.

My invention also comprises the novel details of improvement andarrangements of parts that will be more fully hereinafter set forth andthen pointed out in the claims.

Reference is to be had to the accompanying drawings, forming parthereof, wherein Figure 1 is a vertical section ,of a recharging triplevalve embodying my invention, taken substantially on the line 1 1 ofFig. 2. Fig. 2 is an end elevation of the valve, substantially on theline 2 2 in Fig. 1, looking in the direction of the arrow, part beingremoved. Fig. 3 is an end elevation looking Serial No- 161,003. (Nomodel.)

from the right in Fig. 1. Fig. 4 is an inverted plan view of the valve,and Fig. 5 is a face ,view of the part of the casing shown at the leftof the line 2 2 in Fig. 1.

Similar numerals of reference indicate corresponding parts in theseveral views.

In the drawings, the numerals 1 2 3 indi cate generally the main partsof the casing, which may. be of well-known construction properly securedtogether. I The member 3 constitutes the emergencyvalve body, and thesame is provided with a .chamber and passage 3 for train-pipe air and achamber 3, communicating by a passage 3 with the chamber? and controlledby a valve 1, adapted to opentoward chamber 3* and to close against aseats: The mem- ,ber or body?) is provided with 'means,'such as threads8, for conneotionwith a train-pipe. The member2 is provided withapassage' 2, communicating with chamber 3 and with a train} pipe airchamber 2, having ports 2, communicating with triple-vaWe-piston"chamher 1 in member 1, the latter also having a ;chamber 1 which containsthe triple slide- ,valve. The member 1 also has a chamber 1, thatcommunicates by a port or passage 1 with the chamber 1?. The chambers 3and 1 are separated by a partition 5, which also 'serves as a guide forthe stem 6 of a piston 6, located in chamber 1. The stemb, reduced insize, passes into chamber 3 and rests upon valve 1, as shown in Fig. 1.At 7 is indicated a spring, acting upon piston 63, servingto depress thesame by hearing against the upper wall of chamber 1, as shown,surrounding a pin 8, that enters a socket 6 in piston 6. The valve 4 isshown as also held upon its seat 3 by a spring 9, entering said valve tobear against the same and also bearing against a holder or guide 10,shown receiving stem 6*, and which also serves as'a stop to limit theupward movement of valve 4:. The holder 10 may bear at its upper endagainst the partition 5. The chamber 3* communicates with a passage 3 inmember 3, which communicates by port 3' with the atmosphere or with apassage 1 in member 1,

that is to communicate with the brake-cylinneed no further description.

der (not shown) in well-known manner. The communication between passages1 and 3 may be closed by a plug 11, whereby air from chamber 3 may passthrough port 3 to the atmosphere, or the plug may be placed in port 3and removed from 3 to permit air to pass from chamber 3 to passage 1".

The emergency-valve arranged as above described may be used inconnection with any well -known triple valve applicable to air-brakesystems, and for convenience I have shown my invention as applied to arecharging triple valve, which .may be described asfollows: At 12 is apiston, located in chamber 1, normally to the right of port 1, as inFig. 1, and having its stem 12 guided within chamber 1 in well-knownmanner, and said piston is adapted to operate a spring-pressed pin orplunger 13, shown located in chamber 2", a spring 14 serving as theusual graduatingspring. At 15 is indicated a slide-valve having a cavity15, adapted tocornmunicate with a port 16, that leads from passage 1,and a port 17, thatcommunicates with exhaust-passage 18, leading to theatmosphere, and valve 15 has ports 15 15 to communicate with port 16. At19 is indicated a slide-valve having a port'19, adapted to register withport 15". Stem 12 is arranged to operate said valves, and as the aboveparts are well known they At 20 is a cavity or passage communicatingthrough ports 20 with chamber 1, and cavity 20 communicates with achamber 21, containing a checkvalve 22, a chamber 21 connecting by apassage 22 with chamber 1. Chamber 2 communicates by ports 23 and 24with chamber 21, a recharging-valve 25 controlling said ports, all beingof well-known construction.

The operation of my improvements, in connection with the triple valveabove described, is as follows: Train-pipe air ata suitablepressuresay-seventy pounds to the square inch-- enters chamber 3 andpasses through passage 2 into chamber 2 and thence through ports 2 topiston-chamber 1 and through port or passage 1 to chamber 1 upon piston6, and such air also passes through ports 20 to cavity or chamber 20,unseating checkvalve 22 and passing through passage 22 to slide-valvechamber 1 and an auxiliary reservoir connected therewith and in opencommunication with chamber 1, at alltimes in well known manner. The airalso passes through port 23, unseating recharging checkvalve 25, andthrough port 24 to and around check-valve 22. According to the foregoingit will be understood that there is an uninterrupted flow of air attrain-pipe pressure throughout the mechanism shown, being on both sidesof piston 12, in chamber 1, and on top of piston 6 of theemergency-valve and under check-valve 4 in chamber 3. As stem 6 bears oncheck-valve 4 the downward stroke of the piston is limited, said valvereceiving the downward pressure of spring 7- plus the pressure of spring9, thereby insuring the seating of valve 4, while both are alsooperative independently of each other. Therefore the pistons 6'and l2and the valve 4 normally remain, as shown, in full-release and runningpositions.

For a service application or gradual stop the operation is as follows:Upon reduction of pressure in the train-pipesay about five to tenpoundsthe brakes are set gently either to slow the train or stop itsmoothly, and check-valve 22 and recharging-valve 25 are then seated byauxiliary-reservoir pressure (through passage 22 and 24) and piston 12is forced to the left in Fig. 1 by the auxiliaryreservoir pressure untilits projection 12 engages graduating-pin 13 and its further travel ischecked by graduating-spring 14, and thereupon ports 19, 15 and 16 arebrought in register, admitting air from chamber 1 to the passage 1 andthence to the brake-cylinder. causing the brakes to be set as desired.At such time of application of the brakes the emergency-valve 4 remainsinactive, as the reduction in train-pipe pressure above mentioned didnot change the air-balance upon piston 6 and beneath check-valve 4,because piston 12 did not pass over port 1. The train having beenstopped or slowed, the brakes may be released by next admittingreservoirair pressure at, say, seventy pounds or more through thetrain-pipe to chambers 3, 2, and 1, thereby forcing piston 12 andslide-valve 15 19 to the right in Fig. 1, (the. air-pressure in chamber1 and auxiliary re ervoir having been reduced in applying the brakes,)thereby bringing ports 16 and 17 in register with cavity 15 of theslide-valve, permitting the air from the brake-cylinder to escapethrough passage 1 and said ports and cavity to the atmosphere throughpassage 18, thereupon restoring the air-pressure throughout the systemto the normalsay seventy pounds.

For an emergency application of the brakes or a sudden stop a quickreduction of trainpipe pressure say from ten to twelve poundsis made,thereby causing piston 12 to rapidly move in chamber 1 beyond the portor passage 1, (compressing spring 14,) so as to place chambers 1 and 1in direct communication with each other,and thereby bringing port 15 ofslide-valve 15 and port 16 in register, admitting air from chamber 1and.

the auxiliary reservoir to the brake-cylinder. During such travel ofpiston 12 the air. is drawn from chamber 1 by the reduction of pressurein chamber 1, and the piston covers port 1, (there being comparativelyno volume of air now in chamber 1,) and thus there is a reduction ofpressure on piston 6, and while port 1 is thus covered the surging airof great volume in the train-pipe acts directly and sud denly upon valve4, which is thereupon momentarily forced from its seat 3 by the train-IIS pipe pressure in chamber 3, thus causing a rush of air in relativelygreat volume past check-valve 4 into chamber 9 and through passage 3 tothe brake-cylinder (if plug 11 is not interposed and is in port S or tothe atmosphere if the passage 3 is plugged and port 3 open. The brakesnow being set to the greatest force, the auxiliary pressure of seventypounds has been reduced by the area of the brake-cylinder to, say, fiftypounds to the square inch, and as the brake-cylinder, the auxiliaryreservoir, chamber 1 passage 1 and emergency-piston chamber 1 are thenin open communication, while piston 12 is at its full travel to the leftonly, they must be under the same pressure, whereby piston 6 will beforced downward, springs 7 and 9 insuring the closing of check-valve 4.Then when reservoir-pressure is again admitted to the train-pipe thepiston 12 and its valves will be forced back to the normal position.Fig. 1.) The above effects take place first in the triple valve nearestthe engineers valve, and as soon as the valve 4 in such triple valveoperates to permit air to pass it a reduction in air-pipe pressure willthereby be caused on the side toward the next triple valve, causingsimilar operations therein, and so on throughout the system, wherebyquick action of all the triple valves in a train is effected.

The details of construction shown and described may be varied withoutdeparting from the spirit of my invention.

Having now described my invention, what I claim is- 1. The combinationof a triple valve, with an emergency-valve having a chamber normallymaintained by a port in communication with the piston-chamber of thetriple valve on the train-pipe side of said piston to permit auxiliaryair to act to close the emergencyvalve after the triple-valve piston hasmoved for an emergency application, substantially as described. k

2. The combination of a triple valve, with an emergency-valve in opencommunication with train-pipe air that communicates with the triplevalve by a port leading to the piston-chamber of the triple valve on thetrainpipe side of the piston and arranged to be covered and uncovered bysaid piston for placing said emergency-valve in communication withauxiliary air when an emergency application or stop is made,substantially as described.

3. The combination of a triple valve, with an emergency-valve adapted tocontrol the passage of train-pipe air, and means for placing theemergency-valve in communication with auxiliary air to causeauxiliary-air pressure to close said valve when an emergency applicationor stop is made, substantially as described. I

4. The combination of a triple valve, with an emergency-valve incommunication with (Shown in train-pipe air on the train-pipe side ofthe triple-valve piston, a piston for said emergency-valve, means fornormally maintaining equal pressure upon said valve and piston, andmeans for reducing pressure on one side of the piston to permit saidvalve to operate for an emergency application and to cause auxiliary airto close said valve, substantially as described.

5. The combination of a triple valve pr0- vided with a piston, with anemergency-valve to control train-pipe pressure, a piston for said valvewithin a chamber that communicates by a passage with train-pipe air,said passage being arranged to be placed in communication with auxiliaryair by the piston of the triple valve upon an emergency application,whereby auxiliary-air pressure will close the emergency-valve,substantially as described. m

- 6. The combination of a triple valve, with an emergency -valvecommunicating with train-pipe air and adapted to normally close achamber that communicates with a passage leading to a brake-cylinder oratmosphere, a port connecting the triple-valve-piston chamher on thetrain-pipe side of the piston with the emergency-valve on the sideopposite the direct pressure of train-pipe air, said port being inposition to be closed by said piston upon the reduction of train-pipeair for an emergency application, the piston being arranged to open saidport upon further movement to place said port in communication withauxiliary air, substantially as described.

7. The combination of a triple valve provided with a piston, with anemergency-valve in communication with a chamber that com- :municateswith a passage to permit the escape of train-pipe air, a piston to coactwith the emergency-valve, and a chamber for said piston in communicationwith a chamber of the triple'valve, whereby in normal positions theemergency-valve and its piston will have halanced pressure thereon andupon movement of the triple-valve piston the chamber of theemergency-valve piston will be placed in communication with auxiliaryair, substantially as described.

8. An emergency-valve in combination with a triple valve in free andopen connection with train-pipe air on the train-pipe side of JOHN H.BLEOO.

Witnesses:

HENRY S'roRoK, SAMUEL SwANsoN.

